Internal-combustion motor



Oct. 21, 1930. H. J. KRATZER INTERNAL COMBUSTION MOTOR Filed Jan. 51, 1927 2 Sheets-Sheet 1 Oct. 21, 1930. H. J. KRATZER INTERNAL COMBUSTION MOTOR Filed Jan. 31, 1927 2 Sheets-Sheet 2 w @Q QN. g a mm w WM. LEH- H .w H? HI: H H M HWH mm W i {ill l |liiifiillwwli WM\ N am I 5 HQH HH H .www nn. .H-- .W 5 40 MMMMHM unhiH Kw 1 w HHHHHWMMMH .HHHHHHH HHW.fin fl. l wh----m W i Q% mm H o. n o

N m w% kw N Patented Get. 21, 1930 HERBERT J. KRATZER, OF ST. LOUIS, MISSOURI, AiSIGN'OR OF ,FOUR-TENTHS TO HERBERT G. FLETCHER, OF ST. LOUIS, MISSOURI INTERNAL-COMBUSTION MOTOR Application filed January 31, 1927. Serial No. 164,898.

This invention relates to an improvement in internal combustion motors and has for its primary object the purpose of providing an improvement in a two-cycle type of motor wherein the thermal efficiency of the motor is maintained at small fractions of full load.

Another object of the invention is in providing the motor with improved .means for feeding the gaseous fuel to the cylinders of the motor.

A further object of the invention is in providing means for controlling the admittance of gaseous fuel to the cylinders whereby the fuel may be admitted to one or more of the cylinders of a multiple cylinder motor.

A still further object of the invention is in providing an internal combustion motor with means whereby a volume of fuel under varying pressure is maintained ready for admittance to one or more cylinders of a multiple cylinder motor operating at variable speeds.

Another object of the invention is in providing the fuel pressure providing means with means for by-passing varying amounts of fuel attendant with the number of cylinders being operated or to which fuel is being admitted.

Aiurther object of the invention is in pro viding means for controlling the admittance of gaseous fuel to the multiple cylinders of the motor and for cutting off the admittance of fuel to the cylinders for providing a braking means for the motor.

Other and further objects will appear in the specification and be specifically pointed out in the appended claims, reference being bad to the accompanying drawings exemplifying the invention, and in which,

' Figure l is a longitudinal horizontal. section taken through this improved motor on line I-I of Fig. 2.

Figure 2 is a transverse Vertical section taken approximately on the line IIII of Ffi 1.

Figure 3 is a transverse vertical section taken approximately on the line IIIIII of Fig. 1.

Figure 4 is a plan view partly in section of the operating mechanism of the inlet port controlling means.

Figure 5 is a side elevation of Fig. 4.

Figure 6 is a transverse vertical section iaken approximately on the line VIVI of Figure 7 is a developed diagrammatic illustration partly in section showing the manner of operation of the inlet port controlling means with respect to the cylinders of the motor and the by-passing means. Referring by numerals to the accompanymg drawings 9 designates a cylinder block in which eight vertically disposed alining cylinders are provided, said cylinders being numbered 1, 2, 3, 4, 5, 6, 7 and 8 respectively,- the cylinder 1 being located at the front of the motor. Reciprocal within each cylinder is a piston 10 each having'a wrist pin 11 and connected to each wrist pin is a connecting rod 12, said rods being cooperable with respective throw arms 13 of the crank shaft 14 which is disposed in the crank case 15, the cylinder block 9 being mounted on said crankcase.

Disposed on one side of the eight cylinders is an exhaust manifold 16 having a series of spaced openings 17, each opening being in alinement with a respective exhaust port 18,

each of said exhaust ports leading from a re spective cylinder and disposed on. the other side of said cylinders is a horizontal intake manifold 19 having a series of spaced openings 20, each opening being in alinement gith an intake port 21 of a respective cylin- The intake manifold 19 is provided at one end with a slotted aperture 22 said aperture connecting with the cross portion 23 of a tubular by-passing member 24 which extends the proximate length of the motor, said bypassing member 24 having a downwardly bent portion 25 which communicates with the lower end or suction end of a pump housing 26. Mounted in the pump housing 26 is a pump 27 which is comprised of a pair of meshing gears 28 and 29, the gear 28 being keyed to the crank shaft 14, and leading from the upper end of the pump housing 26 is a tubular extension 30 whichcommunicates with an enlargement 31 which is formed adjacent the rear end of theintake manifold 19. Incom- 7, and 8*, each opening being in cooperative alinement with a respective cylinder and formed in the'tubular member 33 within the enlargement 31 of the intake manifold 19 are a series of openings 34. The rear end 35 of the intake manifold 19 is threaded as designated at 36 and mounted on said threaded end is a gland nut 37 and secured in the rear end of the tubular member 33 by a pin 38 and extending through the gland nut 37 is a short shaft 39.

Securely mounted on the extending end of the shaft 39 is a cam-wheel 40 having projections 41, 42, 43 and 44 respectively formed on its periphery, and rigidly secured on said shaft adjacent said cam-wheel is a bevel gear 45. In mesh with the bevel gear 45 isa segment 46, said segment being mounted on a supporting shaft 47 and cooperably, connected to said segment is a push-rod 48, said rod at itsopposite end being connected to a bell crank foot lever 49. The foot lever 49 is swingingly supported on the shaft 50 and for holding the foot lever in normal position a coil spring 51 is provided, said spring at one end bearing against a rigid projection 52 and at its opposite end against the securing yoke 53' of the push rod 48 and cooperable with said rod 48 for pushing it is a finger 54 which is adapted to bear against the shoulder 55 which is formed or mounted on the rod 48, said finger being secured to the turnable rod 56.

The forward end of the tubular member 33 is provided with a by-passing outlet opening 57, one end of said opening having a straight edge 58 whereas the opposite edge of the opening is serrated as designated at 59, said serrated edge having cutting-off portions A,

B and C extending into the opening expanse and are adapted to cooperate with the elongated aperture 22 of the intake manifold 19 when the member 33 is turned in the manner hereinafter described.

From the disclosure of Fig. 7 in which the size of the tubular member having the eight outlet openings numbering from 1 to 8 inelusive is enlarged, it is to be noted that none of said outlet openings are in communication with the intake'port 21 whereas in Fig. l the outlet opening 2' of the tubular extension 33 is in alinement with the intake port 21 of No. 2 cylinder. Furthermore it is to be noted from a further inspection of Figs. 1 and 7 that the outlet openings are of greater and lesser lengths in the periphery of the tubular member 33 in which the outlet opening 2 is the longest and will be the first to communicate with intake port 21 of No. 2 cylinder when the tubular member 33 is turned in the direction of the arrow 60 in Fig. 7 whereas the outlet opening 6 is the next'in length and will be the next opening to communicate with the port 21 of No. 6 cylinder and whereas the two outlet openings 4 and 8 are of the same length and will be the next in order to communicate with port 21 of respective cylinders No. 4 and No. 8; the remaining outlet openings 1, 3 5 and 7 being of equal length although of shorter length than all of the other said outlet openings and being the last openings of the tubular member 33 to communicate with port 21 of respective cylinders Nos. 1, 3, 5 and 7.

lVith the aforesaid detailed description of the outlet openings of the tubular member 33 in View, it is obvious therefore that a stepping procedure of opening the port 21 of respective cylinders is provided when the tubular member 33 is turned and while a means for turning the tubular member 33 is shown, other means than that shown may be used without departing from the spirit or intent of the invention. In this connection when it is desired to put this improved motor into operation, the crank shaft 14 is turned by the usual starting mechanism (not shown) and at the same time gaseous fuel is permitted to pass from the carburetor 32 into the downwardly bent portion 25 of the by-passing member 24 and inasmuch as the pump gear 28 is keyed to the crank shaft 14, said gear will cause its mating gear 29 to revolve therewith in the housing 26 thereby creating a suction action in the manner as is well known and in which the gaseous fueland air will be drawn from the carburet into the bent portion or discharge end 2 of the by-passing member 24 and in which the gaseous fuel will be discharged into the extension 30 from the pump housing 26 and into the enlargement 31 of the intake manifold 19 from where the gaseous fuel will be admitted into the tubular member 33 through the openings 34 of said member 33. Simultaneous with the turning of the crank shaft 14 by the starter, the operator when pressing on the foot lever 49 will move the push rod 48 and cause the segment 46 to turn the bevel gear 45 and inasmueh as said gear is secured to the shaft or stub 39, the tubular member 33 will be turned in the direction of the arrow 60 in Fig. 7 and in which the cam-wheel 40 will be turned by reason of it being rigidly secured to the shaft 39. The turning of the cam-wheel 40 will permit tlfe roller 61 to be actuated clownwardly byfthfa spring 62 against the incline face 63 of the cam-wheel 40, the action of the roller on said incline face tending to push the cam-wheeland assist the turning thereof and in which the tubular member 33 will be moved with some rapidity, the action of said roller against the incline face 43 assisting in a downward movement-of the foot lever 49 and when the roller 61 has reached the bottom of the incline face 63 in which a groove or recess 64 is provided, said roller will tend to hold the cam-wheel 40 and incidently the tubular member 33 against further turning in a determined position with a given effort applied to the foot lever 49. This turning of the cam-wheel 4 0 to a position wherein the roller 61 has become seated in the groove 64 coincidently turned the tubular member 33 to the position wherein the opening 2 is placed in communication with port 21 of No. 2 cylinder and inasmuch as gaseous fuel has been admitted into the member 33, fuel will pass through the opening 2 and into its relatable cylinder through port 21 during the intermittent opening of said port by the piston 10 of No. 2 cylinder. Obviously the timed sparking of the spark plug (not shown) of No. 2 cylinder will explode the fuel which has been injected into the cylinder through the port 21 of said cylinder in timed relation with each compression stroke of the piston and the motor therefore is put in operation by the propelling'thrusts of the piston on the crank shaft.

Before operating the tubular member 33 with respect to admitting fuel through outlet 2 to No.2 cylinder and from a further inspection of Fig. 7, it is to be noted that the by-passing outlet opening 57 is in communication' with the elongated aperture 22 of the intake manifold 19, therefore when the crank shaft 14 is turned by the enginestarting mechanism, the gaseous fuel pump 27 will simultaneously deliver during each revolution of crank a suflicient volume of fuel to re-fuel all cylinders of the motor but as no outet openings 1 to 8 inclusive of the tubular member 33 register with the cylinder intake ports 21, no fuel can be dellvered to any. cylinder and therefore all gaseous fuel pumped by fuel pump 27 must find its way through opening 57 of member 33 and thereby be by-passed through the aperture 22 into bv-passing member 24 which conducts the by-passed gas back to the fuel pump suction. As no gas has left the recirculating system provided by bypassing member 24, tubular member 33 and pump 27, obviously no fuel mixture will be drawn from the carburetor and the pressure of the circulating gas in the tubular member33 will be that necessary to deliver the entire pump capacity through the aperture 22. When however the member 33 was turned for placing outlet opening 2 in communcation with port 21 of cylinder No. 2, the incline edge 65 of cutting-off portion A was simultaneously moved to a cutting-01f position with respect to the aperture 22 in which said aperture was shortened in effective length thereby restricting the discharge of fuel through said aperture from member 33 to an extent equal, to the amount of fuel delivered for consumption in No. 2 cylinder of the motor. When the member 33' was turned, the approximate distance of peripheral travel of said member was that as designated at D between the dotted lines in Fig. 7 with respect to placing the outlet opening 2 in communication with port 21 and as indicating the amount of cut-off of the projection A with respect to the aperture 22.

When the operator desires to provide the next cylinder in the order of operation with fuel for the purpose of providing the crank shaft 14 with more turning power, the foot lever 49 is further pressed downwardly and in which the segment 46 will be further operated by actuation of the push rod 48 thereagainst and the bevel gear 45 will be further turned thereby operating shaft 39 and fur-. ther turning t e cam-wheel 40 and the roller 61 will be forced to ride from its holding position in the groove 64 -u'p the incline face 66 and over the projection 41, down the incline face 67 and into, the groove 68 and in which the spring 62 will become effective on the roller- 61 as it travels down the incline face 67, the spring pressure on the roller tending to quickly force the camwheel in its turning movement thereby assisting the downward pressure of the opera.- tor on the foot lever 49 and in which the roller 61 upon seating in the groove 68 will tend to hold the cam-wheel 40 and incidently the tubular membr '33 against further turning providing the foot pressure of the operator on the lever A49 is not increased. This further turning of 'the' member, 33 during the time when thl roller 61 was traveled upon the face 66 of the cam-wheel 40, caused the cutting-off portion A to move the approximate distance as designated at E between the dotted lines in Fig. 7 and further ut off or narrow the length of the aperture 22 thereby causing a still greater pressure to be maintained in the member 33 and consequently a greater discharge of fuel will be injected in cylinder No. 2 through outlet 2 of member 33 thereby increasing the intensity of the intermittent. firing of said cylinder. As roller 61 traveled down the face 67 towards the groove 68 the peripheral travel of the member 33 was theapproximate .distance as indicated at F between the dotted lines in Fig. 7, this distance of peripheral travel placing outlet opening 6 0f member 33 in communication with. port 21 of No. 6.

cylinder and simultaneously placing the cut away part 69 of the opening 57 in communication with the aperture 22 thereby lengthening the expanse of the aperture so that a larger by-passing outlet. is permitted from the member 33 than was ermitted when that part of portion A indlcated at E was in cutting-off relation with the aperture 22. This enlarging area of the aperture 22 is to be noted occurs at the time when'No. 6 cylinder is permitted to operate along with No. 2 cylinder for the reason that two cylinders operating at the same time with respect to the pistons thereof, will provide more turning effort to the crank shaft 14. The purpose therefore of having cutting-off portion A to co-operate with the a erture 22 is to restrict the amount of fuel y-passed so' that a greater pressure can be built up in the member 33 so that the first (No. 2) operating cylinder will receive a relative greater amount of fuel charge just prior to the second (No. 6) c linder being operated so that the turning e 'ort at the crank shaft will be a radual increase. I

pon the operator providing further pressure to the foot lever 49, the roller 61 is forced upwardly on the incline face 70 when the cam-wheel 40 is further turned and during the travel of the roller upon said face to the top of the projection 42, the member 33 is further turned and in which the peripheral travel thereof will be that as indicated at G between the dotted line in Fig. 7 in which the incline edge 71 of the cutting-off portion B will be moved to a cutting-off position with respect to the aperture 22 in which the length of said aperture will be further narrowed and causing a greater pressure to be built up in the member 33 and consequently the cylinders Nos. 2, and 6 will be given greater or supercharges of fuel and more power or turning effort will be given to the crank shaft 14 fromthe greater propelling thrusts of the pistons of said cylinders. WVith a further slight increase of pressure on the foot lever 49 the roller 61 is caused to travel down the incline face 72 to the groove 73 of the cam wheel 40, and the member 33 is further turned with rapidity due to the combined force at foot lever 49 and of spring 62 forcing roller 61 against incline face 72 and in which the approximate distance of peripheral travel of said member as indicated at H between the dotted lines in Fig. 7, will place outlet openings 4 and 8 in communication with port 21 of resp ective cylinders Nos. 4 and 8 at a greater speed and the pump 27 Will then maintain a greater pressure in the member 33 and consequently the requirement of the enlargement of the discharge aperture 22 for the purpose of b assin a roximatel one-half of the fuel fi'om tl ie niiFmber 33. y Further downward pressure on the foot lever 49 will cause the roller 61 to travel upwardly on the incline face 75 of the camwheel 40 from holding engagement with the groove 73, as said cam-wheel is turned the length ofsaid face to the top of the projection 43 corresponding to the peripheral distance indicated at I between the dotted lines in Fig. 7 in which the inclined edge 76 of the cutting-off portion C of the member 33 will be moved in cutting-off position with the aperture 22 as said member 33 is further turned, and the pressure in the member 33 willbe again further increased thereby supercharging the cylinders 2, 4, 6 and 8 so that the pistons thereof will be operated with greater impulses and as the roller 61 is traveled down the incline face 77 to the groove 78, the outlets 1", 3 5 and 7 a are quickly moved to positions in communication with the ports 21 of respective cylinders Nos. 1, 3, 5 and 7 and simultaneous therewith the cutaway portion 79 of the outlet opening 57 is moved in operative position with the aperture 22 of the by-passing member 24 as the periphery of the member 33 is traveled an approximate distance as indicated at J between the dotted lines in Fig. 7. Further movement of the member 33 by actuating the foot lever 49 downwardly to a position wherein the roller 61 will be forced up the incline face 7 8 and over the projection 44 and against the stop 81 on the cam-wheel 40, will cause the incline edge 80 of the opening 57 of the member 33 to progressively close or cut-off the aperture 22- so that there will be no by-passing of the fuel from the member 33 to the by-passing member 34 and a variable pressure will therefore develop in the member 33 for supplying fuel to all of the cylinders for the reason that the peripheral portion indicated at K between the dotted lines in Fig. 7 will remain in a1ine ment with the ports 21 of all of the cylinders.

From the aforesaid description of putting the motor into operation in which one cylinder is first put in operation and subsequently other cylinders until all of the cylinders of the motor are operating thereby gradually increasing the turning effect on the crank shaft 14, it is obvious therefore that a variable torque of e ually spaced impulses is provided to the cran shaft in which a smooth flow of power is capable of being transmitted from projection 52 and against the yoke 53, this maintainedoposition of the foot lever 49 retaming the cam-wheel 40 in its farthest moved position with respect to all of the outlet openings 1 to 8 inclusive being in communication with respective ports 21 of respective cylinders, but when the operator desires to shut down the motor, the release of foot pressure on foot lever 49 will permit the spring 51 to become active on the yoke 53 of push rod 48 and push said rod rearwardly thereby causing the segment 46 to retroact on the bevel gear 45 and in which said gear will retroact on the member 33 and turn said member to its normal position, the return of said member to its normal position moving the outlet openings 1 to 8 inclusive out of communication vwith the ports 21 of respective cylinders thereby preventing further recharge of the cy 'nders with gaseous fuel from the member 3 and in which the motor will become inoperative.

In the. use of a motor of this improved character as a power plant to avehicle such as an automobile and assuming that all of the eight cylinders of the motor are in operation and the automobile is being driven by the motor on a comparatively level stretch of roadway and the operator of the automobile believes that the power derived fromthe eight operating cylinders is not required to propel the automobile over the level stretch of roadway, the operator upon releasing the pressure somewhat from the lever 49 will permit the spring 51 to force the push rod 48 rearwardly thereby causing the segment 46 to retroact on the gear 45- in which the member 33 will be turned rearward and the outlet openings 1*, 3, 5 and '7 of the member 33 will be'moved to positions out of communication with respective ports 21 of respective cylinders 1, 3, 5, and 7, the operator at this position of operation of the member 33 holding the foot lever 49 against further upward movement and in this position of the member 33 the roller 61 will be positioned in the groove 73 of the cam-wheel 40, said roller tending to hold the cam-wheel and incidently the member 33in the position desired by the operator. This set position of the member 33 therefore permits only the outlet openings 2*, 4 6 and 8 to be in position of communication with respective ports 21 of respective cylinders 2,4, 6 and 8 in which only four cylinders will be providing the crank shaft 14 with turning power for propelling the v automobile and the idle cylinders 1, 3, 5 and 7 will serve as cooling agents to the operating cylinders inasmuch as no explosions are occurringin cylinders 1, 3, 5 and 7. If the operator of an automobile having this improved motor as a power plant therefor desires to idle the motor when the automobile is at the curb, the member 33 .uponbeing operated to the position wherein only outlet opening 2 thereof is in communication with port 21 of No. 2.cylinder, will therefore permit only one cylinder to be operated for providinlg turning effort to the crank shaft 14 there y economizing on the amount of gaseous fuel used in which approximately of the fuel pumped into member 33 will be bypassed through aperture 22 into by-passin member 24 and recirculated by the pump 2 whereas approximately 4; of the fuel forced into member 33 by the pump will be injected through port 21 of No. 2 cylinder. Obviously two cylinderscan be placed into operation for idling the motor if so desired by manipulating the member 33 to the position wherein outlet opening 6 is positioned so as to permit fuel to be forced into'No. 6 cylinder throu h port 21 thereof as outlet opening 6 is t e next outlet opening to be placed in communication with its respective cylinder after outlet opening 2 has been placed in communication with its respective cylinder.

In operating an automobile powered by this improved motor in traflic and the automobile is stopped awaitingthe traffic signal to go, the member 33 can be 0 erated to the position for turning the cran with either one or two cylinders and as soon as the signal is given to go, the operator upon pressing the foot, lever all the way down will operate the member 33 to the positions placing all of the outlet openings to the remaining cylinders in positions of operation so as to make a quick get away thereby during the following revolution of crank and permitting refueling of all the engine cylinders thus applying the full turning effort of all pistons on the crank shaft 14 to'the propelling parts of the automobile as the piston of respective cylinders uncover respective inlet ports.

When less than all cylinders are firing, a-

varying proportion of pumped by-passed as is recirculated through by-passing mem er long hill, by operating the member 33' to a closed position with respect to the ports 21 of the cylinders of the motor and by leavin the motor in gear with'the driving shaft 0 the vehicle, the turning or driving of the dead motor by the driving shaft bein driven by the traction wheels of the automo ile, the motor will provide an ideal brake for the automobile by the pump 27 working against the pressure contained in the member 33 and forcing the compressed gaseous fuel throughthe aperture 22.

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When it is desired to operate the member 33 by hand instead of manipulating the foot lever 49 the rod 56 which maybe extended adjacent to the operator of the automobile and upon being turned inthe direction of the arrow 82 will cause the finger 54 to bear against the shoulder 55 and force the push rod 48 forwardly thereby operating the segmounted on the shaft 39,- the roller 61 co-opcrating with the incline faces of the cam- 'wheel 40 in the same manner as when the cam-wheel was operated by movement of the foot lever 49. By releasing the turning pressure on the rod 56 the spring 51 will move the push rod 48 rearwardly and in which the member 33 will be returned to its cutting-off position. The rod 56 may be made cooperative with certain retaining means for holding the member 53 in the desired position with res ect to certain of the outlet openings thereo communicating with respective cylinders.

From the foregoing, attention is called to the varying of power output of motor by varying in direct ratio, the number of operative cylinders thus making possible the employment of the respective number of cylinders at an approximate full loading per cylinder under which condition compression of fuel charge at even small fractions of maximum motor power will be obtained from ower impulses acquired from the firing of el charges at the maximum designed compression pressures which results in maximum possible fuel economy.

The showing of cut-01f portions A, B and C operating on the length of by-passing slot 22 is intended to function with the selected operative number of cylinders under' manual control onl but the projecting portions may be omitted thereby restricting the aperture 22 in direct ratio to operative number of cylinders under which condition an auxiliary resistance per unit of cylinder area of aperture 22 must be provided to automatically further decrease the relative by-pass aperture area per cylinder of the slot 22 with increase of engine speed.

For providing a more thorough scavenging of the burnt gases of the cylinders of this improved motor, an upwardly extending projection 83 having a deflecting face 84 is formed on top of each piston 10 said deflecting face adapted to receive the injected gaseous fuel through respective ports 21 which are disposed tangently to each respective cylinder and direct the gases u wardly in each cylinder in the manner as shown by thenrows in the cylinder in Fi 2 and by reason of the gases being receive into the cylinder tangently thereto, the wall of'each cylinder will cause the gases to swirl around the cylinder as they travel-upwardly as shown by the arrows in No. 2 cylinder of Fig. 1, said upward-swirling rushes of gases in each cylinder forcing the burnt gases in each cylinder downwardly, into respectiveoutlet ports 18 and into theexhaust manifold 16.

This improved multiple cylinder two cycle motor whenzoperating at less than full load, a consequently fewer number of. total. cyl-' inders firing at'full load of motor results 1nv port 21 and the intake manifold 19.

What I claim is:

1. An internal combustion motor having a plurality of cylinders, an intake manifold, a port leading from said manifold to each re-' spective cylinder, and controlling means cooperable with all-of said ports independent of normal cyclic operation located in said manifold adapted to be operated to open one or more of said ports.

2. An internal combustion motor having a plurality of cylinders, an intake manifold, a port leading from said manifold to each respective cylinder, controlling means located in said manifold adapted to openone or more of said ports, and means for actuating said controlling means adapted to be progressively moved.

3. An internal combustion motor having a plurality of cylinders, an inlet port leading to each of said cylinders. controlling means for all of said ports, said controlling means adapted to be actuated so as to permit fuel to be continually admitted to one of said ports and when further actuated adapted to permit fuel to be continually admitted to another one of said ports.

4. An internal combustion motor having a plurality of cylinders. an inlet port leading to. each of said cylinders, controlling means for said ports,said controlling ineans adapted to be progressively actuated so as to first admit fuel to one of said ports, then to another of said ports, then to simultaneous lv admit fuel to a pair of said other ports and finally to simultaneously admit fuel to all of the other said ports.

5. An internal combustion motor having a plurality of cylinders, an intake manifold, a port leading from said manifold to each respective cylinder, and controlling means located in said manifold adapted tobe progressively actuated to open one or more of said ports as required and to close all of said ports.

when fur-theractuated adapted to admit fuel to other of said cylinders.

7, An internal combust-ionmotor having a plurality ofcylinders, an inlet port leading to each of said cylinders,'controlling means independent of normal cyclic operation cooperable with all of said ports, said controlling means adapted to be actuated so as to admit fuel to one or more of said cylinders.

8. An internal combustion motor having a plurality of cylinders, an intake manifold, a port leading from said manifold to each resDective cylinder, and controlling means cooperable with all of said ports located in said manifold adapted-to open one or more of said ports as required, and means for actuating said controlling means.

9. An internal combustion motor having a plurality of cylinders, an intake manifold, a port leading from said manifold to each respective cylinder, controlling means located in said manifold adapted to be manually set to open or close certain of said ports, and means for maintaining a pressure in said manifold.

10. An internal combustion motor having a plurality of cylinders, an intake manifold,

a port leading from said manifold to each respective cylinder, controlling means located in said manifold adapted to be set to open or close certain or all of said ports, a pump for maintaining a pressure in said manifold, and by-passing means from said manifold to said pump.

11. The herein described method of charging the cylinders of a multiple cylinder motor consisting of selectively admitting, gaseous fuel to one or more of the cylinders, then to admit fuel to other of the cylinders, and to finally admit fuel to the remaining cylinders of the motor. 12. The herein described method of charglng the cylinders of a multiple cylinder motor consisting of selectively admitting gaseous fuel to one or more of the cylinders. 13. The herein described method of charglng the cylinders of a multiple cylinder motor consisting of selectively admitting normally operating gaseous fuel charges to one or more of the cylinders, then to admit fuel to other of the cylinders, and to finally admit fuel to the remaining cylinders of the motor. 14. An internal combustion motor havmg a plurality of cylinders, an intake manifold, a port leading from said manifold to each cylmder, and governing means located in the manifold being cooperable with all of said ports for opening or closing their "communication with the manifold as required.

15. An internal combustion motor having a plurality of cylinders, an intake manifold, a port leading from said manifold to each cylinder, and governing means located in the manifold being cooperable with all of said ports for varying the torque output of the motor, said governing means being adapted to be set for opening or closing communication with the manifold.

16. An internal combustion motor having a plurality of cylinders, an intake manifold, a port leading from said manifold to each cylinder, and governing means located in the manifold being cooperable with all of said ports for varying the torque output of the motor by inducing quantity governing, said governing means being adapted to be set for opening or closing communication with the manifold.

17. An internal combustion motor having a plurality of cylinders, an intake manifold, a port leading from said manifold to each cylinder, controlling means for said ports, by-passing means cooperable with said controlling means, and graduating cut-off means cylinder, controlling means located in said manifold cooperable with said ports, a pump for maintaining a pressure in said manifold, by-passing means from said manifold to said pump, and graduating cut-off means associated with the controlling means and coop-. erable with the by-passing means for controlling the quantity of fuel by-passed.

20. An internal combustion motor having a plurality of cylinders, an inlet port leading to each of said cylinders, controlling means for said ports, said controlling means when actuated in.one'direction adapted to admit fuel to one of said ports, and when further actuated adapted to admit fuel to other of said ports; said controlling means when actuated in another direction adapted to close communication of the fuel with said ports.

21. An internal combustion motor having a plurality of cylinders, an inlet port leading to each of said cylinders, controlling means for said ports, said controlling means adapted to be progressively actuated so as to admit fuel to certain of said ports in progressive order, and means for applying a retrograde movement to said controlling means for closing communication of the fuel with said orts.

22. An Internal combustion motor having a plurality of cylinders, an inlet port leading to each of said cylinders, controlling means cooperable with said ports for permitting fuel to enter said ports, said controlling means also being adaptedto be positioned to prevent fuel being admitted to any of said ports.

23. An internal combustion motor having a plurality of cylinders, an intake manifold, a. port leading from said manifold to each cylinder, controlling means located in said manifold cooperable with said ports, a pump for maintaining a. pressure in said manifold,

said controlling means adapted to be positioned to admit fuel from the manifold to either one or more of said ports, by-passing means from said manifold to said pump. and graduating cut-off means associated with the controlling means and cooperable with the by-passing means for controlling the quantity of fuel lay-passed.

24. An internal combustion motor-having a plurality of cylinders, an intake manifold, a port leading from said manifold to each respective cylinder, and controlling means independent of normal cyclic operation cooperable with said ports adapted to permit fuel to enter one or more of said ports.

25. An internal combustion motor having a plurality of cylinders, an intake manifold, a port'leading from said manifold to each respective cylinder, controlling means independent of normal cyclic operation cooperable with saidports adapted to permit fuel to enter one or more of said ports, and means for maintaining a pressure on the fuel in said manifold.

when the motor is in operation, said controlling means also being adapted to be actuated to permit fuel entering both of said ports.

31. -An internal combustion motor having a pair of cylinders and each cylinder having an inlet port, means for controlling the ad-- 26. An internal combustion motor having a plurality of cylinders, a port leading to each cylinder, and controlling means cooperable with said ports adapted to be progressively actuated to open one or more. of

, saidports as required and to close all of said orts.

27. An internal combustion motor having a plurality of cylinders, a port leading to each cylinder, and controlling meansadapted to be progressively actuated to permit fuel to' enter one or more of said ports as a required.

28. An internal combustion motor having a plurality of cylinders, a port leading to each cylinder, and controlling means adapted to be progressively actuated to permit fuel to enter one or more of said ports as required'and to prevent fuel being admitted to any of said ports.

29. An internalcombustion motor having a pair of cylinders and each cylinder having an inlet port, means for controlling the admittance of fuel to said ports, said controlling means adapted to be actuated to permit fuel entering only one of said ports during when the motor is in operation.

30. An internal combustion motor having a pairof cylinders and each cylinder having an inlet port, means for controlling the admittance'of fuel to said ports, said controlling means adapted to be actuated to permit fuel entering only one of said ports during 

